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It would be informative to have displays of what commercial aircrafts have looked like throughout aviation history. It could discuss all the advancements over the decades and give insight on how far commercial aviation has come. Although, some of the aesthetic would be awesome to bring back as it was more appealing especially since Covid.

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Vintage photos show what air travel looked like in every decade

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From planes that would literally rattle in the wind to digital touch screen inflight entertainment, air travel has come a long way.

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The first aviators were made in 1937by a pilot named John Macready. They were developed in order to shield pilots eyes from the elements as they flew. The large lenses were made to both cover a wide field of vision, as well as vaguely resemble the classic early pilot goggles that were used. Originally given a blue-green hue, the glasses were meant to filter out the harsh blue light from outside the cockpit. Despite original use in airplanes, aviators became increasingly popular within the military and later on became part of everyday culture.
-Andrew Johnson

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Sometimes a name becomes so ubiquitous we forget its original meaning. A case in point is Ray-Ban, which was behind the world's first aviator sunglasses, conceived in the 1930s to ban rays from the eyes of US Air Force pilots. Though marketed under the Ray-Ban banner, it was the brand's parent company, Bausch & Lomb - a US firm specialising in eye health products - that came up with the invention. Developed as an alternative to the fur-lined goggles worn by pilots in the early 20th-Century - which simply didn't perform technically - aviator sunglasses became the perfect solution to protect a pilot's eyes against the elements, help to avoid headaches and to combat decreased visibility caused by the blinding glare of the sun at high altitude.

According to The New York Times, the true force behind the aviator's invention was American pilot John Macready, who is said to have been motivated by an incident involving a fellow test-pilot, Shorty Schroeder. During a test flight in 1920, in which he broke the 33,000-ft barrier in his biplane, Schroeder had ripped off his fogged-up goggles, causing his eyes to freeze over. On helping to pull him out of the plane, so shocked was Macready by Schroeder's state, he set out to find a solution, making contact with Bausch & Lomb. "My dad gave Bausch & Lomb the original shape, tint and fit," his daughter, Sally Macready Wallace, told the newspaper's weekend magazine.

The aviator was not to remain confined to the cockpit, however. Fitted with green lenses that could cut out the glare without obscuring vision, the first examples, which went on sale to the public in 1937, featured a plastic frame in the now-classic teardrop shape (echoing the form of pilot's goggles), but was remodelled with a metal frame the following year and rebranded as the Ray-Ban Aviator.
War games
With their anti-glare lenses, the Ray-Ban Aviator shades became popular with outdoor pursuits enthusiasts from fishermen to golfers, leading to the introduction of new models. The Ray-Ban Shooter - released in 1938 - boasted green or pale yellow Kalichrome lenses designed to sharpen details and minimise haze by filtering out blue light, making them ideal for misty conditions. The model's signature feature was its so-called 'cigarette-holder' middle circle, designed to free the hands of the shooter. The Ray-Ban Outdoorsman, issued the next year, targeted hunting, shooting and fishing enthusiasts.

In the 1940s, World War Two saw American Air Force pilots continue to rely on the Ray-Ban Aviator, with the introduction of a gradient mirror lens with a special coating on the upper part for enhanced protection, but an uncoated lower lens for a clear view of the plane's instrument panel. The most iconic shots of military in Ray-Ban Aviators during WWII include those of General Douglas MacArthur landing on a beach in the Philippines wearing a pair.

Military style influenced fashion trends and the shades took off with civilians, gaining momentum in the 1950s with the launch of the Ray-Ban Caravan (1957), a squarer version later worn by Robert De Niro in Taxi Driver (1976). Thus begun their transition from a functional to an aspirational fashion accessory. "In the 1950s, Ray-Ban started to run advertising campaigns and you started to see them on all the major Hollywood celebrities," says Sara Beneventi, brand director at Ray-Ban.

Shady people
Other Ray-Ban styles have entered the market but the original aviators - whose shape was adopted as a generic style by other eyewear brands like Polo, Maui Jim, Serengeti, Persol and top fashion brands such as Gucci, Burberry, Dolce and Gabbana - have always maintained their momentum, according to Beneventi, though certain powerful pop culture moments have contributed to peaks in popularity. Take for example Michael Jackson's appearance at the 1984 Grammys in a pair of black Ray-Ban Aviators, while Tom Cruise in Top Gun (1986) took the shades back to their fighter pilot roots, boosting sales of the Ray-Ban original.

"In general you can see two key Ray-Ban styles in any decade, from the 1940s to today, so the role of Ray-Ban, both in the past and today, has always been to play a part in the pop culture of the specific period," says Beneventi, noting that the music scene has also contributed to the aviator's myth. "Ray-Ban have always been very much part of the scene from rock culture in the 1970s to the indie culture today. In the 1970s it became totally normal to see rock stars like Iggy Pop in Ray-Ban Aviators."

By the 1970s, aviators already asserted themselves as the ultimate fashion accessory for many cultural icons, but up to this point they had largely been considered a men's style. However, with an element of colour and femininity now being introduced to both frames and lenses by way of delicate rhinestone details and softer lens colours such as browns and pinks, the glasses started to grace the catwalks and red carpets, becoming synonymous with the glitterati.

If back in the 1950s the market focus was on one aviator style in one lens colour, today Ray-Ban markets a family of products ranging from functional and classic to fashion-forward styles with new colours and materials. The focus, says Beneventi, is always on innovation. "The evolution of the aviator in any decade has focused on the continued innovation that we apply to this product, such as special materials coming from the aerospace industry." This autumn will see a new take on the '37 Ray-Ban Aviator frames, sporting a distressed effect as if worn through time. With this type of dedication to design and evolution, the timeless aviator, now more a staple of people's cabin luggage than the cockpit, is certain to continue its journey into the future.

If you would like to comment on this story or anything else you have seen on BBC Culture, head over to our Facebook page or message us on Twitter.

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The enduring appeal of aviator sunglasses

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Sometimes a name becomes so ubiquitous we forget its original meaning. A case in point is Ray-Ban, which was behind the world's first aviator sunglasses, conceived in the 1930s to ban rays from the eyes of US Air Force pilots.

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Face masks are all too common today because of the pandemic. In the early days of aviation a different kind of mask was utilized. Like a modern day ski mask, these were used to protect against the weather.

-David Borges

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This is the cockpit of a 1940s Douglas DC-3 airplane. The progress we have made in today’s airplanes compared to this airplane is tremendous!
-Edgar Gorodetsky

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The flaps on todays airliners were an important invention , to improve lift on aircrafts which reduce the stall speed on the aircraft also they give the aircraft the ability the descend at a stepper angle by reducing the drag on the wings  while giving the pilots a better view of the runway while on approach and landing.
Christopher Spiak

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The history of aviation isn't just regarding the airplane but also how it was build and updated over time. The jet engine was a very key advancement in the aviation field to give live to a more powerful and stronger engine for flight.

https://www.historylearningsite.co.uk/inventions-and-discoveries-of-the-twentieth-century/the-jet-engine/

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Citation: C N Trueman "The Jet Engine"
historylearningsite.co.uk. The History Learning Site, . .

Sir Frank Whittle's jet engine transformed travel. The jet engine has allowed millions of people now to do something that was barely thinkable just 70 years ago - crossing the Atlantic at speed. The Wright's may have invented the first real aeroplane, but the credit for the invention of the jet engine goes to Sir Frank Whittle.

In the 1920's, a young RAF man, Frank Whittle, had presented to the Air Ministry a design for a jet engine. They were unimpressed and rejected his idea. Regardless of this set-back, Whittle still patented his "turbojet engine" in 1930. His design appeared to solve the problem that had baffled inventors for some years - how do you create a chamber strong enough to house an engine that would create a lot of heat and vast directed thrust ? Many combustion chambers had simply been too weak to cope and had exploded under the strain.

Whittle's engine had ten combustion chambers which produced impressive thrust : rather than having just one large chamber which would produce a volatile and potentially uncontrollable reaction, his engine effectively divided up the combustion created into the ten chambers but still did not decrease the power of the engines.

Increasing fears about problems in Europe, lead to the government having second thoughts about Whittle's jet engine. In 1936, he went to Cambridge University, but he left and set up a company called Power Jets Ltd.

In 1937, using newly available alloys that were strong and light, he produced the first viable jet engine to be successfully tested in a laboratory. Now it had to be put onto a plane and the respective safety measures taken - as with all new planes.
Sir Frank Whittle in front of one of his jet engines
In 1941, a new jet fighter-prototype flew. Its successor, the Gloster Meteor, entered service with the RAF in 1944. However, the Gloster Meteor was not the first jet fighter. This claim goes to the Heinkel He 178 which first flew on August 24th 1939 - just days before World War Two started.

When the war finished, it seemed a logical move to apply this new invention to passenger planes. Journeys became quicker and the more powerful jet engine allowed passenger planes to get bigger so that more people could be carried on them.

The first proper jet engined passenger airliner is considered to be the De Haviland Comet. This came into operation in a blaze of publicity. Within two years, it was withdrawn from service after a series of tragic accidents which killed many. This, however, was not due to its jet engines but to a fault in its fuselage which lead to the pane breaking up in flight.

Boeing then took over the lead in jet-powered airliners. The Boeing 707 entered service in 1958. It was safe and allowed people to travel distances at speeds that would had been impossible just 10 years earlier. Whittle's invention has transformed the world.

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Sir Frank Whittle's jet engine transformed travel. The jet engine has allowed millions of people now to do something that was barely thinkable just 70 years ago - crossing the Atlantic at speed. The Wright's may have invented the first real aeroplane, but the credit for the invention of the jet engine goes to Sir ...

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I never knew flesh would freeze at 30,000 feet, proving why flight suits were a must have for pilots. I find it odd how they couldn’t have made a design that wasn’t nearly as bulky and “in the way”

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The aviator flight suit has evolved just as modern aircraft has over time. At first mention of the early aviator uniform, one might picture an image likened to the Flying Ace in full gearfeatured on the Red Baron Pizza box. The costume may consist of full-length, baggy trousers complete with a bomber jacket with awhite woolen trim, a leather helmet, and a red scarf wrapped around his neck. However, this only a somewhat accurate representation of a flight suit.

The first airplanes were open to the environment and flew at low altitudes. Therefore,
pilots took it upon themselves to have proper protectionfrom the atmosphere. For example, an aviator might wear a pair of goggles and a leather jacket. As the advancement of planes emerged, and their motors became more powerful, so did their capacity to fly at higher elevations, in addition to faster speeds.These new advances in aviation posed a greater threat to the US pilots because the cockpit was open without any protective covering. Pilots who flew during World War Ifound this to be a greathindrance and distraction while they carried out their mission. It is unfortunate that they were exposed to the elements while in flight. Some of the flight suits during this time were a one-piece garment primarily made of thin material that did not keep pilots warm, nor did it protect them from the bitterly cold air while in flight. Some pilots opted to wear a two-piece set that consisted of overalls and a leather jacket. Back then, the military did not have a determined uniform for pilots. But according to the website Aerosociety.com, a new flight suit was inventedin 1917 known as the Sidcot Flying Suit No. 5. The US pilots raved about this new uniform because it kept them warm during their mission. This was revolutionaryat this time in history. The new flight suit had three layers: one made of fur, another layer was made from airproof silk,and the outer shell was a thin, light Burberry material. (1.3.1 - The Sidcot Suit) This suit remained an essential part of the pilot's gear until World War II when the US pilots flew in enclosed cockpits.

During World War II, airplanes flew at altitudes of approximately 30,000 feet which meant that the cockpits were still cold even though they were enclosed. So, electrically heated flight suits were introduced, except they were bulky and restrictive. It wasn't until pressurized cabins were on scene that the cabins were warmer which meant that bomber pilots could shed the bulky uniform in exchange for a formal uniform and a flight coat.

On the other hand, fighter pilots needed a suit that they could wear within the confines of the cockpit. The AN-S-31 flight suit played a significant role in the US Army Air Corps. Some of its key features are the two pockets that buttoned on each side of the chest, as well as a button-down shin pocket on each pantleg. Not long afterward, the US Navy adopted their flight suit. The only difference was that the pockets were slanted on the material instead of positioned straight across.

In the early 1960's, Dupont invented the first ever flame-retardant flight suit made from an innovative Nomex material. The Nomex flight suit was initially developed for the US Navy; however, the Nomex flight suits were, and still are suitable for all branches of the military. The makers at Dupontstate that,

"We know that military personnel face a range of threat levels, so we offer materials that can be further processed to help optimize performance attributes including protection level, durability, comfort, and aesthetics. This allows military clothing... the ideal performance for the threat, either confined space (mounted) of dismounted, whether from a fuel fire or an IED or RFG explosion."

Today, the Nomex flight suit is a one-piece uniform that is worn by pilots and crew alike in most branches of the military. It is not only an incredibly durable fabric,but most importantly, the aramid fibers that are in the Nomex material are fire-resistant. Making sure our military personnel are protected from danger is Carter's primary goal. We at Carter NY take great pride in producing the Nomex flight suit and making it readily available to the men and women who serve our great country. When the soldiers wear our product, they know that they can fully concentrate on their mission and can rest assured that they are wearing a fire-resistantsuit from a company that has their safety in mind.

As with the unique history of American Aviation, the history of the Nomex Flight Suit is intriguing and continues to not only meet military expectations but supersedes them as well.

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History of the Flight Suit and How Nomex Material Changed the Industry - Carter Industries Inc.

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The aviator flight suit has evolved just as modern aircraft has over time. At first mention of the early aviator uniform, one might picture an image likened to the Flying Ace in full gearfeatured on the Red Baron Pizza box. The costume may consist of full-length, baggy trousers complete with a bomber jacket with awhite ...

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According to the Federal Aviation Administration, the use of oxygen tanks and equipment is extremely important for all commercial and general aircrafts. Normal oxygen equipment consists of three components: storage, delivery system, and mask. There are many different storage options for oxygen including candles, generators, and pressurized containers. The delivery system controls how much oxygen is received and stops/starts when there is exhalation. The two types of delivery systems are diluter and pressure demand. Lastly, the mask is what secures the flow of oxygen to the person. The three styles include oral-nasal rebreather, quick-don, and drop-down. Another interesting fact about oxygen equipment is the "PRICE check". This means, Pressure, Regulator, Indicator, Connections , and Emergency. This helps the pilot and crew members to check the oxygen system.

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Prior to leather helmets specifically made for aviation in the 1930s , aviators relied on leather helmets intended for motor racing. After the introduction of dedicated aviation helmets, various evolutions happened with the designs. For instance to accommodate radio earphones and removable goggles, as well as oxygen masks. Post -WW2, helmets shifted from being made of leather to being hard helmets. Also, the goggles frequently found in the older helmets were replaced with tinted visors, and communication equipment was later incorporated into the helmets as well.
Kristopher Maikoo

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MSA Gallet Flight Helmets - Merit Apparel

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Posted on November 20, 2017 by

Flight helmets are a necessary accessory for pilots and have been ever since the very first plane took flight. Above all else, flight helmets help provide protection against impact, thereby reducing the risk of a head injury. Whether you have to eject out of your plane or fly through turbulence a helmet will provide protection against injury. The following is just a brief history of flight helmets and how they have evolved over time.

Helmets Were First Used in Motor Racing

Before helmets were produced for the sole purpose of flying, pilots would use the same leather helmets that were used for motor racing. Even then, pilots were well aware of the potential head injury risks involved when flying a plane and took every precaution to mitigate that risk.

In the 1930s, leather helmets were specifically designed for flight and soon evolved into the type B helmet, which allowed for the external attachment of radio earphones and removable goggles. During World War II, planes were manufactured that could fly much higher than before. Because of this, oxygen masks were added to the leather helmets to allow pilots to breathe properly in thinner air.

Following World War II, the leather helmet was replaced by a hard helmet. This was deemed necessary as leather helmets didn't offer enough protection if the pilot was forced to bail out of their plane - especially if they were forced into a high-velocity ejection.

The goggles that were attached to the older leather helmets were soon replaced with tinted visors that were incorporated into the hard helmets as well to help keep the eyesight of the pilot unobscured by harsh sunlight. Following the Vietnam War, flight helmets began to be manufactured with communications equipment, such as headsets and microphones, incorporated into the helmet.

Our Flight Helmets at Merit Apparel

As you can see, flight helmets have always been an essential accessory for pilots throughout the history of aviation. Here at Merit Apparel, We carry three helmets models that are suitable for flight in addition to a variety of different accessories, including communications packages designed specifically for helicopter pilots.

Be sure to visit us at Merit Apparel today for more information about our flight helmets and the many other flight accessories that we carry.

Tags: historic flight helmets, leather flight helmets

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Merit Apparel is a leading international resource for U.S. MIL SPEC-certified flight helmets, including helicopter flight helmets and authentic MSA Gallet flight helmets plus advanced communication systems and NOMEX flight gloves. Based in St. Augustine, FL, we proudly serve pilots and crew members in Northeast Florida and around the world, especially in Duval County: Jacksonville; St. Johns County: St. Augustine, Nocatee; Ponte Vedra Beach, St. Johns; Clay County: Fleming Island, Orange Park; Nassau County: Amelia Island, Fernandina Beach; Alachua County: Gainesville; Volusia County: Daytona Beach; and other counties in Florida, George, South Carolina, North Carolina, Virginia, Alabama, Louisiana, and all parts of the North America in the United States, Canada, Central America, and South America.
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A Brief History of Flight Helmets - MSA Gallet Flight Helmets - Merit Apparel

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Flight helmets are a necessary accessory for pilots and have been ever since the very first plane took flight. Above all else, flight helmets help provide protection against impact, thereby reducing the risk of a head injury. Whether you have to eject out of your plane or fly through turbulence a helmet will provide protection against [...]

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Amelia Earhart was iconic with her red, short, and sporty hair. This hairstyle along with her successful flight career created a new vision of style for women. Amelia was a trendsetter not only in the aviation scene but in the fashion industry as well. She was actually one of the first celebrities to create her own fashion line. The design of her clothing was labeled as “active living.” This was seen as both casual and practical that could definitely be seen as popular today.  By the 1930’s, Amelia provides a line of clothes that could be mismatched, which was unusual for women clothing at the time. Women were given the opportunity to mix and match tops and bottoms with different sizes. Amelia also introduced pretty blouses with a longer shirt tail, which was initially a feature found only in men’s clothing. Amelia made a statement in both her career and fashion line that nothing should be limited to or reserved to one gender.

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The first pair of aviator sunglasses would be developed by the U.S. Military in 1935 replacing the goggles that were used previously. The sunglasses were called the U.S. Army Air Corps D-1 Sunglasses and would see use until their replacement in 1941 with the AN6531 flying sunglasses. The D-1 Sunglasses would be worn under head gear and the lenses were large but rounded in an attempt to cover a pilots entire field of vision.
-Clayton Cole

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By the time world war ii started electrically heated suits were introduced by lion apparel in conjunction with general electric for patrol and bomber crews who routinely operated at high altitudes above 30,000 feet. Air temperatures could get so cold that flesh could freeze instantly to any metal it touched. Pilots, navigators, and bombardiers of a b-17 operating in Europe in 1944 comfortably wore their officer's uniforms under an a-2 flight due to the enclosed and heated cabin but the waist gunners needed electrically heated suits, as they fired their guns through open window gun ports. When the b-29 super fortress was introduced in the fight against japan, along with remote-controlled coordinated gun turrets, the fully pressurized crew cabin made bulky flight gear obsolete.
Andreas Reinoso

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The bomber jacket is one of the most iconic pieces of aviation fashion. The prototype was introduced in the 1930s and was made out of seal skin. It was designed to combat the low temperatures pilots were experiencing during flight.

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a brief history of aviation style: from uniform to mainstream fashion | abs-cbn news

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A brief history of aviation style: from uniform to mainstream fashion

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Aviation fashion was born out of rebellion, but today's pilot-inspired apparel is positively mainstream.

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These orange flight suits are only used during shuttle take-off and reentry and can only be worn inside the shuttle, unlike the white suits most commonly associated with space walks. These are called "launch and entry suits" according to NASA. - Thomas Logan
https://www.nasa.gov/audience/foreducators/spacesuits/facts/index.html

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WWII flight suit Eric Moore

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communicating in aviation history was always an important topic. more for safety then anything. The radio age came about at almost the same time as the Wright Brothers took to the air. This was perfect timing in history for aviation industry. Traditionally aircraft communication works with very high frequency, or high frequency radio waves. moving into the 1980 communications technologies expanded, regulating the worlds air traffic flow, knowledge of whats happening in the air and overall knowledge between the ground people and the people abroad the aircraft. as aviation continues to move forward into future communication will always be important.
-Ralph Faustin

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The propeller finds its origins in aviation from the design of a screw, which has been used since 400 B.C. to extract oils and juices and to move water up through wells. In the 1800's, these screws were utilized to power boats through the water, leading to the boat propellers we have today. But the airplane propeller's unique shape was designed by the Wright brothers, who were the first to attempt utilizing a proper that looked and acted more like a wing than a screw. The prop would thus add lift, completely changing the way propellers were utilized and designed for aviation.
Ryan O'Dell

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The science behind the design of airplane propellers started out simply enough. The basis for the original concept of the airplane propeller design was the same concept behind the screw. The invention of the screw is largely attributed to Archytas of Tarentum, who lived from 428 BC to 350 BC. Early screws were used to extract oils from olives and juice and move water up from wells. What we know for sure is that this was a common technology used from Egypt to Greece and beyond. Leonardo DaVinci sketched his first helicopter design in the mid-1400's which used a rotating screw design.

Yet it wasn't until the mid-1700's that inventors began discussing how to use this technology to power boats by creating rotating screws, or boat propellers, to power vehicles through the water. By the 1800's boat propellers had become standard technology for a wide variety of vessels.

In 1843, Sir George Cayley designed a flying machine that would be equipped with twin propellers. Another early airplane propeller design pioneer was Alberto Santos Dumont, who designed propellers for his airships made of aluminum. But it was the Wright Brothers who would truly take the idea of the airplane propeller from paper to practicality with their twisted airfoil propeller design. The Wright Brothers threw out the old idea that airplane propellers should be based on screws at all. They posited that airplane propeller design should look more like a wing than a screw. Wings create lift which buoy the aircraft. Propellers, they reasoned, could displace air backward to produce forward thrust. This led them to add a twist along the blade's length that ensured a more consistent angle of attack for the blade, ensuring that it pulled a consistent amount of air toward the plane with each rotation.

Today propellers are made from wood, aluminum, or composites. The leading edge may also be reinforced with nickel for durability. The purpose of the propeller's design is to convert the energy generated by the airplane's engine into thrust that propels the aircraft forward. When you look at a propeller, you will see that its blade angle varies as you move from the base to the tip of the blade. This has to do with the fact that the speed of the blade is lower at the base and higher at the tip. A constant angle would result in a possible stall, as the airflow across the blade changes due to its shape. The varying angle of the blade ensures that all of the thrust generated is about equal across the whole of the blade.

The Wright Brothers' propellers were about 82% efficient, compared to 90% efficiency today. To achieve those gains in efficiency, airplane propeller designs have been modified over the years. In the 1940's, wide rectangular blades came into use as engine power increased, as they absorbed more energy than traditional round-tip blades. Today we see anywhere from 2-blade to 6 or more blades for propellers in operation because the most efficient blade count for a particular aircraft depends on many factors, including engine power, operating RPM for the propeller, diameter limitations, aircraft performance requirements (high speed cruise, takeoff, loiter, etc.), noise requirements, and others. As power increases, additional blades are generally required to efficiently utilize the increased power. High efficiency in modern propellers comes from running the blade tip speed close to the speed of sound.

The Hartzell scimitar blade also has advantages over a traditional blade, as changing the airplane propeller design by sweeping the blade tip back reduces the noise generated and may also improve the efficiency. Propeller designers today like those at Hartzell continue to search for maximum performance while meeting limits on diameter, weight, strength, and noise. Learn more about Hartzell airplane propeller design here.

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Airplane Propeller Design History - Hartzell Propeller

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The science behind the design of airplane propellers started out simply enough. The basis for the original concept of the airplane propeller design was the same concept behind the screw. The invention of the screw is largely attributed to Archytas of Tarentum, who lived from 428 BC to 350 BC.

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The pilot scarf was such a fashion trend for open cockpit airplanes. Most pilots wore topcoats, so the scarf helped protected the neck from rubbing against them and cold temperatures. Aviation’s uniform is such a fashion trend when it comes to scarfs around the neck. Not only were they comfortable to wear, but they looked good too.

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Redtails, Checkertails, and More

By Stephen Sherman, July, 1999. Updated December 14, 2016.

In the Mediterranean theatre, the fighter pilots of the Fifteenth and Twelfth Air Force fought German and Italian planes, in aerial battles ranging from North Africa, through Italy, and over the oil fields of Ploesti, Romania.

They flew more varied aircraft than any other group of pilots, many units started out in P-40 Warhawks, transitioned to P-47s, and finished the war with P-51 Mustangs (some flew British Spitfires). William Leverette accomplished one of the war's outstanding fighter pilot accomplishments while flying a P-38

The 332nd Fighter Group, the famous Tuskegee Airmen, fought and flew in the MTO.

John Voll

He flew Mustangs with the 308th FS of the 31st Fighter Group, 15th Air Force. John Voll was the third highest scoring Mustang ace of the war, and the top U.S.A.A.F. ace of the MTO, with 21 victories. He graduated from pilot training on Jan. 7, 1944 and joined the 308th FS, 31st FG in May of 1944, his first mission a bomber escort over Italy. He opened his score on June 23 on a mission over Ploesti.

06-23-44 Ploesti, Romania- FW-190, first victory

06-26-44 Vienna, Austria- Escort mission- 30 Me 210's and 30 Bf-109's attacked the B-24's. Voll responded by downing an Me-210 and an Bf-109.

06-27-44 Budapest, Hungary- Escort mission- Bf-109 Victory

07-02-44 Budapest, Hungary- Escort mission- Bf-109 Victory

07-18-44 Memmingem Aerodrome- FW-190 Victory

08-17-44 Ploesti Romania- Escort mission- On the return home, Voll spotted 3 Bf-109's at 3000'. He had followed Lt. Shipp down after bailing out because of engine trouble. Voll surprised the 109's and downed two of them and probably the third one also.

08-25-44 Czechoslovakia- Escort mission- Fi-156 Storch, 1 damaged, 1 destroyed

08-29-44 Czechoslovakia- Escort mission- FW-190 Victory

08-31-44 Czechoslovakia- Escort mission- (2) Ju 52 transports ? Italy- Macchi 202

10-17-44 Blechhammer, Germany- Escort mission- Voll aborted because of engine trouble. On return home, he saw (6) Bf-109's and attacked. He dove through them at 15,000' firing and headed for the deck. While pursuing him, 2 of the Bf-109's collided with each other and went down. Once back at altitude, Voll spotted a Do-217 5,000' below. He slipped in behind and destroyed it.

11-06-44 Vienna, Austria- Bf-109 Victory

11-16-44 Northern Italy- Returning from a mission, Voll spotted a Ju 52 and began the pursuit. While gaining on the Ju52, seven FW-190's and five Bf-109's bounced him. He downed the Ju52 and began the fight with twelve enemy fighters! When it was over, he had bagged (2) FW-190 and (1) Bf-109 while damaging several others, "it was just a matter of shooting everything that passed in front of me." This made him the top scoring ace of the 15th AF.

After the war, he returned to his career as a teacher, but served again in Korea and Vietnam.

Mustang Aces of the Ninth and Fifteenth Air Forces and the RAF, by Mark Styling and Jerry Scutts
Herschel "Herky" Green

He served with the 317th FS, 325th Fighter Group, 15th AF. Top ace of the "Checkertail Clan" with 18 air victories, (3 in P-40s, 10 in P-47s, 5 in P-51s), plus 10 destroyed on the ground. Total Combat Sorties: 100.

Born July 3, 1920 at Mayfield, Kentucky. Education: Vanderbilt University at Nashville, Tennessee, enrolled in Civilian Flight Training Program in 1940.

Appointed Flying Cadet, September 1941. Commissioned 2nd Lt., 1942 at Foster Field, Texas. Initially assigned to 57th FG, at Boston/Bradley Field where he trained in P-40s, learning to overcome torque of the powerful engine. Sept. 1942: transferred to 317th FS, 325th Fighter Group HQ, at Hargrove, Rhode Island. January 1943: moved with the 325th FG to Langley Field, Virginia to train for aircraft carrier takeoffs and landings with the P-40E Warhawk. Disembarked for North Africa from the USS Ranger, January 8, 1943. Arrived at Cazes Aerodrome at Casablanca on Jan. 19, 1943. All P-40Fs launched safely and without incident. In late January, the Group was operating out of Tafaroui (Algiers); Green helped deliver P-40s to the 33rd FG in Tunisia, returning in a C-47. From February through May 1943 the 325th was at the Tafaroui base, without much to do. In May, with the securing of Africa, the "Checkertails" moved to Montesqui, to support operations against Pantelleria (an island stronghold off Sicily).

Green started out with the number "13" assigned to his P-40F. In his first "scrap" with enemy fighters on May 19, 1943, Green found himself involved in a horrible melee with many, superior Bf-109s. He took many hits, and was convinced he was going to die. Somehow, he scored his first victory in a head-on pass versus a Bf-109 that put nearly as many holes in his own aircraft. Green's unlucky "#13" was ultimately declared unrepairable and hauled away as junk and he switched to lucky "#11." A few days after his return, he learned of his promotion to Captain, which had nearly been a posthumous honor.

He was escorting B-26s to Sicily on June 28th when he downed two Bf-109s, the first after such a steep dive that he blacked out and another pilot had to confirm that the e/a splashed into the Mediterranean. During July, Green was on TDY, training for staff responsibilities at Twelfth Air Force HQ.

In his biography, Green related some non-combat stories at this point. The ground crews were very creative, using flattened Spam cans to patch bullet holes in the P-40s, and devising stills to extract the alcohol from the readily available local vin ordinaire. They dubbed the lethal output of these stills, "Pop Skull." Observing that the drop tanks always had some leftover fuel in them, the 325th rigged up some fuses for the tanks, and then endeavored to drop them over enemy positions. Then there was the pilot who secured an old-fashioned round cast-iron, stove-top and sat on when flying, to protect the 'family jewels.' A herd of water buffalo, reputedly owned by the Bey of Tunis, grazed in the area of the Group airfield. Such livestock was off-limits to the members of the 325th, unless they constituted a hazard. They were able to coax one animal close enough to the actual airstrip to meet this criterion, whereupon they shot it, roasted it, and enjoyed a fine repast.

On August 17, 1943, the Allies captured Sicily, leaving no targets for the 325th except for some Italian forces on Sardinia, against which the Group began bombing missions with their P-40s. Knowing that the Italians on Sardinia were nearly at the end of their resources, and imagining headlines like "FIGHTER GROUP CAPTURES ENEMY ARMY," the 325th dropped surrender demands to the Italian commander on Sardinia. (He apparently resisted these, and eventually surrendered to regular Allied ground armies.)

In early September, Capt. Green flew in a B-25 on a supply trip to Cairo, returning with souvenir fezzes, 60 gallons of whiskey, 300 pounds of peanuts, and one hitchhiker. In the middle of the month, the Checkertails converted to P-47s, and were re-organized into the newly constituted Fifteenth Air Force. In December, they moved to a new base at Foggia, Italy, a very busy airbase, with British and American bombers operating almost round the clock. Living in tents during the cold, wet, harsh winter of 1943-44 was miserable. On New Year's Day, the strong winds and rain almost knocked down Herky's tent, He just managed to right the main center pole with a jeep. January was marked by daily bombing escort missions.

Six Kills over Udine

Late in the month, Col. Robert Basler, 325th C.O., came up with a new mission plan, capitalizing on the knowledge that the Germans usually scrambled to hit American bombers about 15 minutes before they reached their targets. On January 30th a typical bomber mission to Villaorba/Udine was organized, including the normal fighter escort. But the 325th, flying low over the Adriatic, would arrive about 15 minutes ahead of the bombers, in hopes of catching the Germans as they were taking off & assembling. (This would be Herky's 40th mission.) The pilots flew at wavetop level, kicking up spray with their props, an exacting, exhausting 300-mile flight.

They arrived over the target at 11:45 AM, having climbed to 20,000-foot altitude. They caught a string of Ju-52 transports lined up for landing. The pilots of the 325th went down the string and shot them down. When came Herky around for a second pass, they were all gone! A huge dogfight ensued with Bf-109s and other e/a. He got on the tail of an Italian Ma-202 and shot it down, and later got a Do-217 bomber, which blew up spectacularly, probably due to mines it was carrying. During this mission, Capt. Green was credited with 6 enemy aircraft: 4 Ju-52 transports, the Ma-202, and the Do-217. Green was flying Capt. Buzz Hearns' P-47 instead of his assigned Jug that was in for maintenance. He was unaware that Hearns' plane was loaded with 800 rounds per gun versus the usual Group practice of 400 rounds. Capt. Green broke off any further engagement when he began to see tracer fire from his guns which was a Group signal for "down to 50 rounds per gun" or his tally for the mission may have been even higher. Green and his flight were credited with 15 aircraft destroyed. The 325th FG total was 38 destroyed and 6 damaged for the Jan. 30, 1944 mission, for which it received a Distinguished Unit Citation.

In February, the Group moved to Lesina, a low-lying, swampy area, and Green contracted malaria. He was treated and recuperated for a month in a hospital in Tunis; during this time he was promoted to Major. On March 7, he returned to flying combat missions, and scored three more aerial victories in the month. In April and May, they flew more bomber escort missions, encountering relatively little opposition; "things were getting a little dull".

In early May, they transitioned to P-51 Mustangs, a plane that Herky had briefly flown in training. But he wasn't aware of changes to the plane's handling characteristics due to the addition of an extra fuselage fuel tank. The first time he took up a P-51, he almost killed himself. The plane went into a terminal spin, and he had to bail out. The plane crashed not far from where he safely parachuted down, and actually made a "deep hole" in the ground. He could see blue flames coming up and hear the 50-caliber ammunition cooking off. A short time later, the 325th went on their last P-47 mission. The pilots had liked the Thunderbolt, especially its ruggedness and ability to take damage. One pilot was involved in heavy fighting and had taken a lot of hits. After landing he reported to his crew chief that the P-47's engine was "running a little rough". On opening up the cowling, it turned out that two of the rotary cylinders had been completely shot away! On May 27, 28, 29, the Checkertails ran their first P-51 operations, hitting marshalling yards in France, Italy, and Austria.

One June 2, they flew one of the famous "shuttle" missions to Russia, where they stayed a few days. Herky related some humorous and touching stories in his autobiography. The guards at the airfield rightly considered their assignment to be a choice plum, as the alternative was front-line combat against the Wehrmacht. One guard had strict orders (all orders in Russia were strict) to guard a well. An old, bedraggled woman came up to get some water from the well, and he told her to stay away. For whatever reason, she went up to the well anyway, and he shot her dead. Herky observed "The Russians seemed to be fighting a different war than we were." Shortly, the Americans returned to their bases in Western Europe.

On June 13, Herky got a new wingman, Art Fiedler, and on this first mission of Art's, Herky shot down another Ma-202. On June 23, the 325th flew an escort mission to Ploesti, and Green hit a Bf-109 and damaged an FW-190.

Herky scored three more times; the last being an FW-190 on August 23. Later, as Lt. Col., he was assigned to Staff at Fifteenth Air Force HQ. At the time Green left combat flying for HQ XV, he was the leading ace in the MTO.

Decorations: Distinguished Service Cross, Silver Star, Distinguished Flying Cross with OLC, Air Medal with 25 OLC, Purple Heart, French Croix de Guerre with Palm. Remained in service post-war logging 4,000+ flying hours until retirement as a Colonel on April 1, 1964. Employed by the Hughes Aircraft Corporation until retirement in 1982.

Herschel Green, Herky! The Memoirs of a Checkertail Ace, Schiffer Military Publications, 1996

Herky! The Memoirs of a Checkertail Ace, by Herschel Green

Hardback, Size: 8 1/2" x 11," Over 150 b/w photos, 192 pages

The dramatic life story of one of the legendary USAAF fighter pilots of World War II who fought across the skies over the Mediterranean and southern Europe in the great aerial campaigns against the Luftwaffe - Herschel H. "Herky" Green. By the time Colonel Green was grounded by orders of higher headquarters, he was the leading ace of the 15th Air Force with eighteen aerial victories.
Buy ''Herky! The Memoirs of a Checkertail Ace'' at Amazon.com

Levi Chase

Levi R. Chase was born in Cortland, N.Y., on December 23, 1917. He entered the Army in November 1940, and was accepted as an aviation cadet. As a member of Class 41-G, he received his pilot wings and commission as a second lieutenant in September 1941 at Maxwell Field, Alabama.

Assigned to the 58th Fighter Squadron, 33rd Fighter Group, flying P-40s, Chase had his first taste of combat during the invasion of North Africa in November 1942. Newly promoted to captain, he scored two kills flying with the 58th - his first a Messerschmitt 109 on 18 December and a JU-88 four days later. Later, as commander of the 60th Fighter Squadron, then-Major Chase continued to run up his score, downing seven BF-109's and a Macchi 202 between 31 January and 5 April, 1943 Flying P-40's he downed 10 Axis planes in the MTO. The 33rd Fighter Group, also known as the "The Fighting Nomads." However, because of the tactics they were forced adopt to deal with superior Luftwaffe forces, parts of the unit became known as the "Red Scarf Guerillas." The group gained notoriety also for being led for a time by Phil Cochran, who served as the prototype hero for the "Terry and the Pirates" comic strip. Cochran dubbed Chase his "One-Man Wave of Terror" for his aggressive and relentless pursuit and attack of enemy targets.

The following excerpt is taken from Damned to Glory by Col. Robert L. Scott, Jr., published in 1944 by Charles Scribner's Sons, New York:

"Soon after Cochran's arrival, the reputation of the Red Scarf Guerrillas began to grow. As Phil Cochran explained it: The French began to call us up and tell us about tanks and trucks they saw on different roads. We'd go out and look for them--sometimes we didn't find them. Gradually we became big operators.

I remember one of these operation in particular. One day Captain Levi Chase, my operations officer, went out by himself and destroyed eighty-four guns and a few trucks. Altogether we must have destroyed about three hundred trucks--we became so damn efficient in this type of work that the Jerries and Eyeties weren't able to move a truck anywhere in Tunisia by daylight.

After we had done that for a while, we got to know the country pretty well ourselves and began to cook up other things to do. For instance, we knew that the enemy had only about a dozen locomotives on all their little lines down there, so we got to blasting them--for sheer diversion, we went after their oil and munitions dumps. Chase, my "One-Man Wave of Terror," was the best man I've ever seen in spotting those things from the air. One time he strafed a lot of haystacks and they all exploded, proving that he was right--the enemy had hidden ammunition under them.

We used to hunt light tanks all over southern Tunisia, and when we found them we would strafe them with our fifty-calibers. They would play dead, and then at night the crews would run them into Arab courtyards or dry gullies and camouflage them. So we'd track them down and shoot more holes into them before they could be repaired. We didn't have armament to blast them, but our "fifties" kept them out of action. Often we would observe troop movements, report them to the French and then go back and strafe them, and the French would occupy one or more towns.

Finally, the people back at headquarters saw what a job we were doing and sent us a squadron of bombers to fool around with--we had plenty of fun thinking up bombing missions and then escorting the jokers."

Major Chase returned to the States in July 1943, where he spent a year before deploying to Burma with the 2nd Air Commando Group. He later became commander of the First Provisional Fighter Group and was credited with two Japanese Oscars.

He planned and led one of the longest (if not the longest) raids of WWII by fighter aircraft. Flying P-51 Mustangs from their base at Cox's Bazaar in India, the two squadrons of the 2nd Air Commando struck at Don Muang Airfield north of Bangkok for the first time on March 15, 1945. The raid covered over 1,500 miles (2413 km) round trip. The mission called for precise navigation and fuel management, but accomplished the task of deep penetration to strike at what were supposed to be secure rear staging areas for the remnants of the Japanese Air Force in the China-Burma-India theatre. The details of the raid and the Counter-Air campaign of the 2nd Air Commandos appear in the Spring 1994 issue of Air Enthusiast Magazine by Edward Young. The fighter squadrons of the 2nd Air Commandos received a Distinguished Unit Citation for the raids on Don Muang Field and Major Chase was awarded the Silver Star for his role in planning and leading the mission.

Following World War II, Chase entered civilian life, but was recalled to active duty in April 1951, and served in Korea as commander of the 8th Fighter-Bomber Wing, flying F-80s and F-86s.

now defunct "Levi R. Chase Website" - created by Levi Chase's son, and dedicated to his father's memory. It's great site, with lots of details & original documents from General Chase's long Air Force career.

Roy Whittaker

Roy Whittaker joined the Army Air Corps and was accepted as an Aviation Cadet. He took Primary Flight Training in the PT-17 and PT-18 at Cuero Field, Texas. He went on to Basic Flight Training at Randolph Field, Texas in the BT-9 and BT-14. Whittaker reported to Advanced Flight Training at Kelly Field, Texas and flew the AT-6. As the Commandant of Cadets of Class 41-I, Whittaker received his pilot's Wings and a commission of 2nd Lieutenant in the Army Air Corps on December 12, 1941. He then served as a Flight Instructor for a short period at Kelly Field before being assigned to the 65th Fighter Squadron of the recently formed 57th Fighter Group that was training for combat in the Curtiss P-40E Warhawk. The 65th FS was commanded by Capt. Phillip G. Cochran who was the prototype for the character "Flip Corkin" of "TERRY AND THE PIRATES" and the title character "STEVE CANYON" in Milton Caniff's comic strips. Caniff also designed the 65th Squadron's "Fighting Cock" emblem based on their very fiesty Rhode Island Red rooster mascot, "Uncle Bud". 57th FG C.O. Col. Art Salisbury (Brigadier General, USAF Ret.) was also immortalized by Milt Caniff as the character "Art Solitary" in "TERRY AND THE PIRATES."

Lt. Whittaker and the rest of the air echelon of the 57th FG arrived to North Africa in the European-African-Middle Eastern Theatre of Operations aboard the aircraft carrier, USS RANGER in June 1942. Whittaker's P-40F Warhawk was the second plane lanched off the RANGER's deck. All of the 57th Group's 72 Warhawks launched from the carrier safely and without incident to land for refueling at Accra, Gold Coast, then on to Wadi Sedina airfield near Khartoum, Sudan where the pilots continued to train for combat. The group moved for further training at Wadi Halfa airfield near Cairo, Egypt in July 1942. The 57th FG then moved to their first base at Muqueibila, Palestine and soon commenced operations attached to 112 Squadron RAF of 239 Wing, Desert Air Force. Lt. Whittaker was among five pilots selected to train with the RAF at Alexandria, Egypt and then pass on what he learned to U. S. pilots.

As Montgomery's British 8th Army launched the El Alamein offensive in late October 1942, the 57th FG with its main mission that of Close Support for ground troops, continued to meet the enemy Axis air forces sporatically but now in greater numbers. Lt. Whittaker destroyed an Italian Macchi-Castoldi MC.202 for his first aerial victory on October 26, 1942.

Recently promoted Capt. Whittaker and the 57th FG would have their finest day, a slaughter that came to be known as the "Palm Sunday Massacre" for the day of the event, April 18, 1943. Over Cape Bon, Tunisia, an Axis force of *60 Junkers Ju 52 transports escorted by 21 Messerschmitt Bf 109 and MC. 202 fighters were headed for the island of Sicily when they were spotted by patrolling P-40Fs of the 57th FGs three component Squadrons and the 314th FS of the 324th FG with a high cover of RAF Supermarine Spitfire Vs from No. 92 Squadron. The American P-40s dove out of the sun and when the smoke had cleared, 59 Ju 52s and 16 fighters had been shot down for the loss of 6 P-40s - arguably the finest single engagement for the P-40 Warhawks ever. In the massacre, Capt. Whittaker destroyed three Ju 52s and one Bf 109G, plus was credited further with one "Damaged" Ju 52 and one "Damaged" Bf 109G. On this day, Capt. Whittaker closed out his overall aerial "scoring" tally for a total of 7 e/a Destroyed, 2 e/a Probables and 4 e/a Damaged.

Capt. Whittaker rotated home to the USA ZI in June 1943 and following a short furlough, reported back to Randolph Field, Texas to attend Flight Instructors School. He attended Gunnery School and subsequently became a Flight Instructor at the United States Military Academy at West Point, New York. Capt. Whittaker attended and graduated from the Army Command & Staff School at Ft. Leavenworth, Kansas in the Summer of 1945. He again served as a stateside Fighter Pilot with command of the the newly formed 499th FS before he saw the end of WWII with the rank of Major.

Post-WWII, Maj. Whittaker remained in service with the USAAF and the new US Air Force. He eventually served in the Korean War (officially a "Conflict"). Lieutenant Colonel Whittaker graduated from the Air Command & Staff School in June 1951 and served in many various assignments before retirement with the rank of Colonel to Bradenton, Florida in 1973. Whittaker was a member of the American Fighter Aces Association, the Manatee County (FL) Retired Officer's Association and the Senior Golf Association. Col. Whittaker passed away in a Bradenton hospital on Saturday, June 24, 1989. A memorial service by McDill Air Force Base was held in his honor at the Mansion Memorial Park in Ellenton, Florida. Later, Roy E. Whittaker was recognized further with a certificate "...awarded by a grateful nation..." signed by President George Bush.
* Estimates of as many as 100 Ju 52s and 50+ fighters have been used in some sources to describe the enemy aerial strength during the "Palm Sunday Massacre".
In Whittaker's own words:

"I attacked the JU-52s from astern at high speed and fired at two planes in the leading formation. The bursts were short and the only effect I saw was pieces flying off the cabin of the second ship. I pulled away and circled to the right and made my second attack. I fired two bursts into two more 52s - again in the leading formation. They both burst into flames. The second flew a little distance and then crashed into the water. I lost sight of the first and didn't see it hit. I then made a third pass and sent a good burst into the left of the formation, at another Junkers. As I pulled away, it crashed into the water. By that time the Me-109s were among us. As I pulled up to the left, I saw a 109 dive through an element of four Warhawks and I tagged on his underside and gave him a long burst in the belly. He crashed into the sea from a thousand feet.

I then joined up with some Warhawks which were lufberrying with six Me-109s. I met one of these fighters with a quartering attack and hit him with a short burst. Pieces flew from the plane and he started smoking, but climbed out of the fight.

It was a pilot's dream. I'd never seen such a complete massacre of the enemy in my life. I was afraid someone would wake me up." - Capt. Roy E. Whittaker.

Read more about Major Whittaker at warbirdsresourcegroup.

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Redtails, Checkertails, and More By Stephen Sherman, July, 1999. Updated December 14, 2016. In the Mediterranean theatre, the fighter pilots of the Fifteenth and Twelfth Air Force fought German and Italian planes, in aerial battles ranging from North Africa, through Italy, and over the oil fields of Ploesti, Romania.

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The parachute was a concept first thought up by Leonardo Da Vinci. However, the first recorded use of the device wouldn't be until 1797 by a man named Andrew Garnerin. His parachute design was on of the first to incorporate an air vent in order to keep the pilot of the chute from spinning uncontrollably. Originally the devices incorporated hard to maneuver wooden frames and were often attached to larger flying or lighter than air devices. As the parachute became more common place it's materials and size would change. Nowadays they are commonly made from silk and strengthened fibers and are as small as backpacks. -Hunter Johnson

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The evolution of the aviation equipment has only increased and will continue to increase as more time goes on. One important factor is the aircrafts wings. It started in the beginning with the bipolar plane which is two wings stacked on top of each other. It is supposed to model the airlift of a kite. But it lifted the aircraft off the ground, but it did not  suffice in the air because it couldn't handle all types of wind conditions. Whereas the newer aircrafts are two wings as well but they are not double stacked on top of each other. It is to help suffice more weather conditions as well as travel longer distances.

-Kaylee Rincon

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Up until 1904 time pieces were primarily pocket watches, variable sized grandmother/grandfather clocks or huge clock faces adorning government or commercial properties.  With the collaboration of Alberto-Santos Dumont and Cartier this would all change.  The watch "strap" was born and to this day one is able to purchase a piece of history with the Santos de Cartier design wristwatch.
S. Gencsy

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I've always loved fashion. As a young girl growing up in Japan, I drew outfits and gowns and thought that someday I might become a clothing designer. We all had dressmakers there, and my mom and I would pick out designs we liked in fashion magazines and have them made for us. Planning ahead what outfits to wear and accessorize was so much fun.

How things have changed. My day-to-day informal uniform consists of jeans, shorts, tees, and Teva sandals, with the occasional flight suit. So, what happened?! I chose a life of flying airplanes. Gone from my regular wardrobe are the cute skirts and platform shoes, dangling bracelets, long necklaces and big earrings. My casual outfits today are simple and functional because I have dug many an earring out of the fuselage and had more than one long necklace whack me in the face when I rolled upside down. I can't feel the rudder pedals with heels or big boots, and if I wear a leather belt when I'm flying aerobatics, it will dig into my hips when I tighten my seat belt.

Unless you're lucky enough to be sitting in the back of a GV, there just doesn't seem to be room in aviation for anything other than a uniform or comfortable clothes - which leads me to the question: Is there a place for fashion in aviation?

It might seem ironic, but it is interesting that the nature of aviation has influenced form and fashion for over a century. In a paper by Dr. Graham Rood in the Journal of Aeronautical History, "A Brief History of Flying Clothing," Dr. Rood writes, "From the earliest days of flight, the aviator has needed some form of personal protection against the elements. The earliest form was a good tweed jacket, a hat and a pair of goggles; as the technology of aviation developed - flying faster, higher and longer - better and differing levels of protection were required." Aviation demands a simplicity of form that is functional, wearable while flying and, most of all, designed with safety in mind.

Aviator style has real and not whimsical roots because it's always been about form following function. Starting with the Wright brothers and their semi-formal flying wear, it has extended to watches, bomber jackets, flight suits, epaulets and sunglasses. Early aviators had to adapt by finding comfortable and safe ways to fly; they couldn't very well have loose clothing billowing in the wind in open-cockpit airplanes. Early woman aviators had to wear pants, and perhaps this set a trend for the modern woman.

Dashing aviators like Alberto Santos-Dumont influenced fashion icons like Louis Cartier. When Santos-Dumont came to him in 1904 asking for a watch he could use while flying so he didn't have to fumble in his pocket for a pocket watch, Cartier designed a watch with a wrist strap for him, and the wristwatch was born. Santos-Dumont wore the watch every time he flew and was often photographed with it for the newspapers, making the design glamorous and desirable. In fact, from 1911 until today, making a statement, the Santos de Cartier design wristwatch can be found in every one of Cartier's 300 stores.

During WWI, new clothing designs emerged for the aviator, all designed to protect pilots from the elements, including tall sheepskin-lined "Fug" boots, leather flying suits, helmets and goggles. Between wars, fashion was influence by record setters and barnstormers like Roscoe Turner. Turner, whose flair and style is legendary, barnstormed across the Southeast United States wearing an Army-style uniform of his own design with fawn-colored jodhpurs, riding boots and a beige officer cap, and added a silver-winged brooch and fancy belt. Turner was even sponsored by a clothing company (why haven't I thought of that!). Ever the showman, Turner's best accessory was probably Gilmore the Flying Lion (who is carefully preserved, stuffed and refrigerated at the National Air and Space Museum in Washington, D.C., and, yes, I have seen it).

In 1936, Bausch & Lomb designed Ray-Bans, aviator sunglasses to replace the then-outdated flight goggles that pilots used to protect their eyes. The dark, reflective lenses were designed to have an area two to three times the size of an eyeball and attempted to cover the entire range of the human eye to prevent as much light as possible from entering the eye from any angle. It sure didn't hurt that General Douglas MacArthur landed on the beach in the Philippines in WWII photographed in dramatic poses sporting a pair of Ray-Bans. MacArthur is credited for popularizing the wearing of sunglasses by the general public.

With her short hair and sporty look, Amelia Earhart redefined America's image of a successful career woman. Trailblazer and trendsetter, she was also one of the first celebrities to create her own fashion line. Her fashion designs for "active living" had a casual and practical look that is popular today. Fashion-forward Earhart introduced separates to women of the 1930s, which allowed them to mix and match tops and bottoms, instead of the one-size-fits-all mold of dresses available at the time, and she introduced blouses with longer shirttails, a feature that was exclusive to men's fashion at the time. In The Quotable Amelia Earhart, Earhart says, "I made up my mind that if the wearers of the shirts I designed for any reason took time out to stand on their heads, there would still be enough shirt to still stay tucked in!" And speaking of girls and fashion, Barbie, one of fashion's most enduring icons, has recently announced an Amelia Earhart Barbie doll.

Early airline pilots were often ex-military and adopted the look of leather bomber jackets with oversized front pockets to allow easy access to charts, scarves to keep their necks protected, khaki trousers, and short black or brown boots, but things started changing in the early 1930s. When Pan Am began its South American routes using the big Clipper flying "boats," it decided to change their flight crews' uniforms to reflect a more "naval" look in order to allow nervous passengers to feel more confident. Pan Am then introduced black pants, black double-breasted blazers with sleeve braid loops on the lower sleeves denoting crew member rank, and white officer-style hats with gold or silver insignia. And, by the way, epaulets that airline pilots wear today probably came from the 17 th century, when Louis XIV wore shoulder ribbons, which then established the basic design of the epaulet as it evolved through the 18th and 19th centuries, when they indicated rank. Today the familiar four stripes indicate that this is your captain speaking.

When you want to look stylish when flying, whatever you wear needs to be functional. When I'm flying cross-country, the rules are less about looking good than about being prepared for different climates and temperatures. The golden rule is: layers, layers and, sometimes, more layers. Even when it's a tropical 95 degrees and rising on the ground, it can get really cold when climbing up to 10K to get over towering cumulus, so I wear long pants, shoes and socks (vs. sandals), and a jacket of some sort. Depending on what type of airplane I am flying, I may or may not have a heater or the ability, when flying an aerobatic airplane, for example, to reach back and grab something warmer. In cooler months, I love wearing a military flight suit that keeps me warm, and, oh, those pockets. Being prepared also means I always have a down jacket stuffed somewhere in the back of the airplane, too. When I get to my destination, one thing I love is my camo cargo shorts - so functional and hide oil and dirt. That said, did you know that in some places it's illegal to wear camo? Camo is illegal in Barbados, Jamaica, Zambia, Cuba and Saudi Arabia, so when you're traveling to those countries, leave your camo behind or fear the literal fashion police. I also think overalls are the cutest and most utilitarian clothing ever designed and wear them a lot. They also have a long and hallowed place in aviation. From an article on the history of RAF clothing: "In many photographs of the inter-war period, particularly at air-displays, RAF flying teams are seen dashingly dressed in a white overall. These were issued to RAF pilots for air-displays and were used as a 'mark of status' up to late 1940 for all of those who had flown in those formative days."

When arriving at an airshow, a performer needs to look like one, though like all professional pilot uniforms, the attire has to be simple and functional, making it easy to work around airplanes while still looking good. Out go the overalls, and it's Nomex flight suits, logo shirts, tailored shorts and nice clothes for meet and greets. The women can glam it up a bit with sparkly earrings and shoelaces but, for me, my jewelry is usually layers of armbands required for gate and VIP tent access...and a good pedicure.

What about airshow spectator fashion? I see photos of fashionistas at music festivals like Coachella, and boy, do they look cute-the girls in trendy cut-off shorts, peasant shirts, big hats, little boots. But the look doesn't necessarily work at an airshow, where walking around an airport looking at and watching airplanes all day demands a different functionality: comfortable shoes or sandals, a hat that will stay on in the wind and the best accessory of all-sunblock!

It's hard to deny aviation style's influence on fashion-from sunglasses to watches, bomber jackets, cargo pants, even fur-lined boots-and the attractiveness of form following function. I still love looking at fashion magazines and glamming it up for a big event, but I love the simplicity of not having a lot of fashion choices when I wake up in the morning. My best fashion accessories? My shades, my ball cap, my sunblock and, of course, my airplane.

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The Evolution Of Aviation Fashion - Plane & Pilot Magazine

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I've always loved fashion. As a young girl growing up in Japan, I drew outfits and gowns and thought that someday I might become a clothing designer. We all had dressmakers there, and my mom and I would pick out designs we liked in fashion magazines and have them made for us.

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The evolution of an airplane's control has improved drastically, to a yoke, and now an arcade game stick. The sidestick is a very common flight control, but it is very different from the yoke. In a two-pilot cockpit, the stick is very sensitive and provides little to no indication of the control input to the other pilot's stick. But it provides lots of space for the pilots.

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Face masks are all too common today because of the pandemic. In the early days of aviation a different kind of mask was utilized. Like a modern day ski mask, these were used to protect against the weather.

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Amelia Earhart was very iconic in her time. She created a fashion line because she loved fashion but was also short on funds to provide for her flying career. She wanted to create practical clothes for "active living". Therefore Earhart created separate tops and bottoms to adjust to different body types and created longer shirts for women so that they will stay tucked in and show less skin. Her clothing line influenced future brands to create separate tops and bottoms which is still common to this day!